Systems and methods for generating avionic displays including forecast overpressure event symbology

ABSTRACT

Avionic display systems and methods are provided for generating avionic displays, which include symbology and other graphics pertaining to forecast overpressure events, which are forecast to occur during supersonic aircraft flight. In various embodiments, the avionic display system includes a display device on which an avionic display is produced. A controller architecture is operably coupled to the display device. Storage media contains computer-readable code or instructions that, when executed by the controller architecture, cause the avionic display system to determine whether an overpressure event is forecast to occur due to the predicted future occurrence of a sonic boom, which has a magnitude exceeding a boom tolerance threshold. When the controller architecture determines that an overpressure event is forecast to occur, the avionic display system further generates symbology on the avionic display indicative of or visually signifying the forecast overpressure event.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.16/235,923, filed with the United Stated Patent and Trademark Office(USPTO) on Dec. 28, 2018, now U.S. Pat. No. 10,720,064, which is acontinuation of U.S. application Ser. No. 15/798,692, filed with theUnited Stated Patent and Trademark Office (USPTO) on Oct. 31, 2017, nowU.S. Pat. No. 10,209,122.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

This invention was made with Government support under Contract No.7016372654 awarded by NASA. The Government has certain rights in theinvention.

TECHNICAL FIELD

The following disclosure relates generally to avionic display systemsand, more particularly, to systems and methods for generating avionicdisplays including symbology and other graphics pertaining tooverpressure events forecast to occur during supersonic aircraft flight.

ABBREVIATIONS

Abbreviations appearing relatively infrequently in this document aredefined upon initial usage, while abbreviations appearing morefrequently in this document are defined below.

A/C—Aircraft;

AGL—Above Ground Level;

ATC—Air Traffic Controller;

FMS—Flight Management System;

HDD—Head Down Display;

HNAV—Horizontal Navigation;

HUD—Head Up Display;

PFD—Primary Flight Display;

UAV—Unmanned Aerial Vehicle; and

VNAV—Vertical Navigation.

BACKGROUND

Regulatory authorities currently restrict over-land supersonic flight ofcivilian A/C throughout much of the populated world. In the UnitedStates, for example, current Federal Aviation Administration (FAA)regulations prohibit supersonic flight of civilian A/C over land. Suchrestrictions are generally motived by noise abatement rationale and adesire to protect ground structures, such as building windows, fromdamage due to the pressure waves generated during supersonic air travel.These concerns notwithstanding, regulatory authorities have indicatedthat existing supersonic over-land flight restrictions might soon beeased, within certain limits. Industry attention has thus turned to thedevelopment and production of so-called “low boom” A/C suitable forservice as commercial airliners or passenger jets operable at lower Machspeeds. As industry efforts increasingly focus on the development of lowboom A/C, a corresponding demand arises for the development of tools andsystems supporting civilian A/C engaged in supersonic flight, whileensuring adequate control of the pressure waves and noise levelsproduced by such supersonic air travel.

BRIEF SUMMARY

Avionic display systems are provided for generating avionic displays,which include symbology and other graphics pertaining to forecastoverpressure events. In embodiments, the avionic display system includesa display device on which an avionic display, such as an HNAV or VNAVdisplay, is produced. A controller architecture is operably coupled tothe display device. Storage media contains computer-readable code orinstructions that, when executed by the controller architecture, causethe avionic display system to determine whether an overpressure event isforecast due to the anticipated future occurrence of a sonic boom, whichis predicted to have a magnitude exceeding a boom tolerance threshold.When the controller architecture determines that an overpressure eventis forecast to occur, the avionic display system further generatessymbology on the avionic display indicative of the forecast overpressureevent. Such symbology may visually denote various characteristicsrelating to the forecasting overpressure event, such as the projectedorigin and/or a projected ground strike location of the sonic boompredicted to trigger the forecast overpressure event.

In further embodiments, the avionic display system includes a displaydevice, a controller architecture operably coupled to the displaydevice, and storage media containing computer-readable instructions orcode. When executed by the controller architecture, thecomputer-readable instructions cause the avionic display system torepeatedly determine flight parameter margins enabling an A/C to travelat supersonic speeds, while avoiding the generation of a sonic boomhaving a magnitude exceeding a boom tolerance threshold. The avionicdisplay system further generates graphics on the avionic display, whichvisually express or convey the flight parameter margins. The flightparameter margins can include, for example, minimum altitudes and/ormaximum speeds at which the A/C can travel without triggering a sonicboom having a magnitude exceeding the boom tolerance threshold. Theavionic display system may determine the flight parameter marginsthrough independent calculations, by retrieval of the flight parametermargins from a remote source (e.g., a cloud-based forecasting service)in wireless communication with the display system, or utilizing acombination of these approaches.

Computer-implemented methods are further provided for generating avionicdisplays including symbology indicative of forecast overpressure events.Embodiments of the method may be carried-out by an avionic displaysystem including a controller architecture and an avionic display. Inimplementations, the method includes the step or process of generatingat least one avionic display, such as an HNAV or VNAV display, on theavionic display device. Utilizing the controller architecture, it isdetermined whether an overpressure event is forecast to occur duringimpending supersonic A/C flight due to the generation of a sonic boomhaving a magnitude exceeding a boom tolerance threshold. Whendetermining that an overpressure event is forecast to occur, symbologyis generated on the avionic display indicative of the forecastoverpressure event. As stated above, such symbology may visually denotethe projected origin and/or a projected ground strike location of thesonic boom predicted to trigger a particular overpressure event. Variousother graphics, such as suggested preemptive actions suitably performedby an A/C to avert the occurrence of a forecast overpressure event, canalso be presented on the avionic display in at least some instances.

The methods set-forth above and described elsewhere in this document canbe implemented utilizing program products, such as software applicationsexecuted on suitably-equipped avionic display systems and disseminatedin any suitable manner. Various additional examples, aspects, and otheruseful features of embodiments of the present disclosure will alsobecome apparent to one of ordinary skill in the relevant industry giventhe additional description provided below.

BRIEF DESCRIPTION OF THE DRAWINGS

At least one example of the present invention will hereinafter bedescribed in conjunction with the following figures, wherein likenumerals denote like elements, and:

FIG. 1 is a block diagram of an avionic display system, which generatesone or more avionic displays to selectively include forecastoverpressure event symbology, as illustrated in accordance with anexemplary embodiment of the present disclosure;

FIG. 2 is a flowchart of a process usefully carried-out by the avionicdisplay system shown in FIG. 1 in generating one or more avionicdisplays to include forecast overpressure event symbology, as furtherillustrated in accordance with an exemplary embodiment of the presentdisclosure;

FIG. 3 is a screenshot of an exemplary HNAV display including forecastoverpressure event symbology, which may be generated by the avionicdisplay system of FIG. 1 when implementing the process set-forth in FIG.2;

FIG. 4 is a screenshot of an exemplary VNAV display, which likewiseincludes forecast overpressure event symbology and which may begenerated by the avionic display system in addition to or in lieu of theHNAV display shown in FIG. 3; and

FIG. 5 illustrates an exemplary hierarchy of advisory messages, whichcan be selectively presented on one or more of the avionic displaysgenerated by the avionic display system shown in FIG. 1 to providesuggested actions to avert the occurrence of forecast overpressureevents.

For simplicity and clarity of illustration, descriptions and details ofwell-known features and techniques may be omitted to avoid unnecessarilyobscuring the exemplary and non-limiting embodiments of the inventiondescribed in the subsequent Detailed Description. It should further beunderstood that features or elements appearing in the accompanyingfigures are not necessarily drawn to scale unless otherwise stated.

DETAILED DESCRIPTION

The following Detailed Description is merely exemplary in nature and isnot intended to limit the invention or the application and uses of theinvention. The term “exemplary,” as appearing throughout this document,is synonymous with the term “example” and is utilized repeatedly belowto emphasize that the description appearing in the following sectionmerely provides multiple non-limiting examples of the invention andshould not be construed to restrict the scope of the invention, asset-out in the Claims, in any respect.

As appearing herein, the term “avionic display” refers to acomputer-generated display or imagery, which depicts the flightenvironment of at least one A/C. Similarly, the term “avionic displaysystem” refers to a system that generates at least one avionic display(as previously defined) during system operation. Generally, then, theterm “avionic” may be regarded as synonymous with the term“aircraft-related” in the present context. The usage of the term“avionic” thus does not require that the avionic display system isdeployed onboard an A/C in all instances. Indeed, in manyimplementations, some or all of the components contained in the avionicdisplay system will not be located onboard an A/C. This may be the casewhen, for example, the avionic display system is utilized to pilot a UAVand certain components of the display system are located within thefacility from which the UAV is controlled. This may also be the casewhen the avionic display system is utilized in directing or managingsupersonic air traffic, in which case the display system may be situatedwithin a control tower, an ATC facility, or another non-A/C location.

Overview

The following provides avionic display systems and methods for producingavionic displays including symbology pertaining to forecast overpressureevents; that is, events or instances during which impending supersonicA/C flight is predicted to cause a sonic boom having a magnitudeexceeding a boom tolerance threshold. When an overpressure event isforecast to occur, the avionic display system generates symbology on oneor more avionic displays indicative of the forecast overpressure event.The symbology may visually identify the origin of a sonic boom, which ispredicted to occur and ultimately trigger a forecast overpressure event.Additionally or alternatively, the forecast overpressure event symbologymay identify a ground strike location of the forecast overpressureevent; that is, a geographical location at which the sonic boom drivingthe overpressure event is projected to impact the earth (ground orwater) generally located beneath the A/C engaged in supersonic flight.If desired, such symbology can be visually coded to indicate a projectedseverity of a forecast overpressure event as based upon, for example, anestimated disparity between the boom tolerance threshold and a magnitudeof the sonic boom predicted to cause the overpressure event. Othergraphics can also be generated on the avionic display(s) in conjunctionwith such forecast overpressure event symbology. For example, inembodiments, the avionic display system may also identify and presentsuggested preemptive actions, which can be implemented to avert theoccurrence of forecast overpressure events.

In certain embodiments, the boom tolerance threshold may have a singlevalue, which is universally applied in determining whether a predictedsonic boom will trigger an overpressure event regardless of theparticular characteristics of the sonic boom under consideration. Inother embodiments, the boom tolerance threshold may have a variablevalue, which is varied by the avionic display system based upon one ormore characteristics of a predicted sonic boom. For example, in suchembodiments, the avionic display system may assign a particular value tothe boom tolerance threshold based upon a geographical location at whicha sonic boom is predicted to originate or at which the sonic boom isprojected to impact the earth (ground or water). By actively varying thevalue of the sonic boom threshold in this manner, sonic booms havinggreater intensities (e.g., higher peak pressure and decibel levels) maybe permitted within certain (e.g., relatively unpopulated) geographicalregions; while only low intensity sonic booms are tolerated in other(e.g., densely populated) geographical regions, if sonic booms arepermitted in such regions at all. If desired, various other criteria canfurther be considered by the avionic display system in assigning valuesto the boom tolerance threshold including, for example, the time-of-dayat which a particular sonic boom is predicted to occur.

In further implementations, the avionic display system may establishflight parameter margins at which an A/C can travel at supersonic speedswithout triggering or inducing an overpressure event. The flightparameters can include, for example, minimum altitudes and/or maximumspeeds at which the A/C can fly without causing an overpressure event.The avionic display system may establish such flight parameters byindependent calculation or instead by retrieving the flight parametersfrom a remote source, such as a cloud-based forecasting service,dedicated to performing relatively complex sonic boom forecastingalgorithms. The avionic display system may then visually convey theflight parameter margins on one or more avionic displays. As onepossibility, the maximum speeds suitably flown by an A/C withouttriggering an overpressure event can be indicated at selected juncturesor intervals along the projected flight path of the A/C by numericalreadouts generated on an HNAV display, a VNAV display, or other avionicdisplay. Comparatively, the minimum AGL altitudes suitably flown by theA/C without triggering an overpressure event may be expressed as visualmarkers (e.g., connected line segments) generated on a VNAV display.

By selectively generating one or more avionic displays to includeforecast overpressure event symbology and/or other related graphics inthe above-described manner, embodiments of the avionic display systemcan enhance the situational awareness of decision makers, such as pilotsand ATC personnel members, responsible for piloting and managing A/Cengaged in supersonic flight. Imparted with this awareness, the decisionmakers can then perform those actions appropriate to avert forecastoverpressure events that may otherwise occur during supersonic A/Cflight; or, in certain instances, to lessen the severity of overpressureevents that cannot otherwise be averted. A reduction in the rate atwhich overpressure events occur can therefore be realized, even asregulatory restrictions governing the supersonic flight of civilizationA/C over land are potentially relaxed or eased. This is highlydesirable. An exemplary embodiment of an avionic display system suitablefor generating forecast overpressure event symbology will now bedescribed in conjunction with FIG. 1.

Example of Avionic Display System Suitable for Generating AvionicDisplay(s) Including Forecast Overpressure Event Symbology

FIG. 1 is a block diagram of an avionic display system 10, asillustrated in accordance with an exemplary and non-limiting embodimentof the present disclosure. As schematically shown, avionic displaysystem 10 includes the following components or subsystems, each of whichmay assume the form of a single device or multiple interconnecteddevices: (i) a controller architecture 12, (ii) at least one avionicdisplay device 14, (iii) computer-readable storage media or memory 16,and (iv) a user input interface 18. In embodiments in which avionicdisplay system 10 is utilized to pilot an A/C, avionic display system 10may further contain a number of ownship data sources 22 including, forexample, an array of flight parameter sensors 24. Finally, avionicdisplay system 10 can contain a datalink subsystem 26 including anantenna 28, which may wirelessly transmit data to and/or receive datafrom various sources external to display system 10. Such externalsources can include, for example, ATC stations, nearby A/C, weatherforecasting services, and remotely-located sonic boom forecastingservices, to list but a few examples. In other embodiments, such as whendisplay system 10 is utilized in directing or managing supersonic airtraffic, avionic display system 10 may not contain ownship data sources22, as indicated in FIG. 1 by the usage of phantom line.

When avionic display system 10 is utilized to pilot a manned A/C or“ownship A/C,” the various components contained within display system 10may be deployed onboard the ownship A/C. Comparatively, in embodimentsin which avionic display system 10 is utilized to pilot aremotely-controlled UAV, certain components of avionic display system 10may be carried by the UAV, while other components may be situated at theground-based station or other facility from which the UAV is remotelypiloted. For example, in such implementations, avionic display device(s)14, user input interface 18, and some or all of the storage mediacontained in memory 16 may be located offboard the UAV. Finally, whenutilized to direct or to manage supersonic air traffic (rather than indirectly piloting an A/C), avionic display system 10 may not be deployedonboard an A/C, but rather situated in a control tower, in aground-based ATC station, or in another location.

Generally, controller architecture 12 includes at least first, second,third, and fourth inputs, which are operatively coupled to user inputinterface 18, to memory 16, to ownship data sources 22 (when present),and to datalink subsystem 26, respectively. Controller architecture 12also includes at least first, second, and third outputs, which areoperatively coupled to avionic display device(s) 14, to memory 16, andto datalink subsystem 26, respectively. In further embodiments, avionicdisplay system 10 may include a greater or lesser number of components,which may be interconnected in other manners utilizing any combinationof wireless or hardline (e.g., avionic bus) connections. Althoughavionic display system 10 is schematically illustrated in FIG. 1 as asingle unit, the individual elements and components of avionic displaysystem 10 can be implemented in a distributed manner using any number ofphysically-distinct and operatively-interconnected pieces of hardware orequipment. Similarly, user input interface 18 can include variousdifferent types of hardware or software components, such as touchscreendevices, cursor devices, keyboards, voice recognition modules, and thelike, suitable for recognizing input received from a pilot, an ATCpersonnel member, or other user of avionic display system 10.

Avionic display device(s) 14 can include any number and type of imagegenerating devices. When avionic display system 10 is utilized to pilota manned A/C, avionic display device(s) 14 may be affixed to the staticstructure of the A/C cockpit as, for example, one or more HDD or HUDunits. Alternatively, in such embodiments, avionic display device(s) 14may be a movable display device (e.g., a pilot-worn display device) or aportable display device, such as an Electronic Flight Bag (EFB), alaptop, or a tablet computer, which is carried into the cockpit of themanned A/C by a pilot or other aircrew member. Similarly, when avionicdisplay system 10 is utilized to pilot a UAV, display device(s) 14 maybe realized as one or more HDD or HUD units affixed to the staticstructure of a control facility, portable electronic device(s) carriedinto such a control facility, or movable display devices worn by a pilotwhen remotely operating the UAV. Finally, when avionic display system 10is utilized to direct or manage supersonic air traffic, displaydevice(s) 14 can be realized as one or more HDD display units, HUDdisplay units, portable electronic devices, or head-worn displaydevices.

Controller architecture 12 can encompass or be associated with one ormore processors, flight control computers, navigational equipmentpieces, computer-readable memories (including or in addition to memory16), power supplies, storage devices, interface cards, and otherstandardized components. Controller architecture 12 may also include orcooperate with any number of firmware and software programs orcomputer-readable instructions designed to carry-out the various processtasks, calculations, and control/display functions described herein.Although illustrated as a separate block in FIG. 1, memory 16 may beintegrated into controller architecture 12 in embodiments as, forexample, a system-in-package, a system-on-a-chip, or another type ofmicroelectronic package or module. Controller architecture 12 may alsoexchange data with one or more external sources, such as a cloud-basedforecasting service of the type described below, in various embodimentsof avionic display system 10. In this case, bidirectional wireless dataexchange may occur over a communications network, such as a public orprivate network implemented in accordance with Transmission ControlProtocol/Internet Protocol architectures or other conventionalprotocols. Encryption and mutual authentication techniques may beapplied, as appropriate, to ensure data security.

Memory 16 can encompass any number and type of storage media suitablefor storing computer-readable code or instructions, as well as otherdata utilized to support the operation of avionic display system 10. Inembodiments, memory 16 may store one or more local databases 30, such asgeographical (terrain), runway, navigational, and historical weatherdatabases. Such local databases 30 are beneficially updated on aperiodic basis to maintain data timeliness; and, in embodiments in whichdisplay system 10 is utilized to pilot a manned A/C, the databasesmaintained in memory 16 may be shared by other systems onboard the A/C,such as an Enhanced Ground Proximity Warning System (EGPWS) or a RunwayAwareness and Advisory System (RAAS). In other cases, one or more ofdatabases 30 may be maintained by an external entity, such as acloud-based forecasting service, which can be accessed by controllerarchitecture 12 on an as-needed basis. As generically represented inFIG. 1 by box 32, memory 16 may further store one or more valuesassociated with the below-described boom tolerance threshold. Finally,one or more A/C-specific sonic boom profiles may be stored within memory16; e.g., in embodiments in which display system 10 is utilized to pilota UAV or a manned A/C, memory 16 may store a sonic boom profile specificto an A/C on which display system 10 is deployed.

As previously mentioned, ownship data sources 22 may include aconstellation of flight parameter sensors 24 in implementations in whichdisplay system 10 is utilized for piloting purposes. When present,flight parameter sensors 22 supply various types of data or measurementsto controller architecture 12 recorded or captured during A/C flight.Such data can include without limitation: initial reference systemmeasurements, Flight Path Angle (FPA) measurements, airspeed data,groundspeed data, altitude data, attitude data including pitch data androll measurements, yaw data, data related to A/C weight, time/dateinformation, heading information, data related to atmosphericconditions, flight path data, flight track data, radar altitude data,geometric altitude data, wind speed and direction data, and fuelconsumption data. Further, in such embodiments, controller architecture12 and the other components of avionic display system 10 may be includedwithin or cooperate with any number and type of systems commonlydeployed onboard A/C including, for example, an FMS, an Attitude HeadingReference System (AHRS), an Instrument Landing System (ILS), and anInertial Reference System (IRS), to list but a few examples.

During operation, avionic display system 10 generates one or moreavionic displays on avionic display device(s) 14. For example, asschematically indicated in FIG. 1, avionic display system 10 maygenerate a horizontal navigation display 34 on avionic display device(s)14. As appearing herein, the term “horizontal navigation display” or,more succinctly, “HNAV display” refers to an avionic display presentedfrom a top-down or planform viewpoint. In addition to or in lieu of HNAVdisplay 34, at least one vertical navigation display 36 may be generatedon avionic display device(s) 14 in at least some embodiments; the term“vertical navigation display” or “VNAV display” referring to an avionicdisplay presented from a side or lateral viewpoint (also commonlyreferred to as a “vertical situation display”). In many implementations,avionic display system 10 may generate displays 34, 36 concurrently. Forexample, in this case, displays 34, 36 may be presented on separatescreens of multiple avionic display devices 14 or, instead, on a singlescreen of one display device 14 in a picture-in-picture or side-by-sideformat. In other implementations, avionic display system 10 may onlygenerate one of HNAV display 34 and VNAV display 36 at a given timeand/or display system 10 may generate a different type of avionicdisplay, as discussed below.

The foregoing paragraph and the following description focus primarily onthe generation of forecast overpressure event symbology (and otherrelated graphics) in the context of certain two dimensional (2D) avionicdisplays, such as HNAV display 34 and VNAV display 36 schematicallyshown in FIG. 1 and further discussed below in conjunction with FIGS.3-4. This notwithstanding, it will be appreciated that the forecastoverpressure event symbology (and the other related graphics describedherein) can be generated on any type of avionic display or displays,which depict the flight environment of at least one A/C. For example, inalternative embodiments, the forecast overpressure event symbology maybe generated on one or more 3D avionic displays, such as a PFD or anexocentric 3D avionic display, in addition or in lieu of one or more 2Davionic displays. To help emphasize this possibility, avionic displaysystem 10 is further illustrated to include an “other” avionic displayblock 37 contained within avionic display device(s) block 14 in FIG. 1.An exemplary method, which can be performed by avionic display system 10in generating one or more of avionic displays 34, 36, 37 to selectivelyinclude forecast overpressure event symbology, will now be described inconjunction with FIG. 2.

Exemplary Method for Generating Avionic Display(s) Including ForecastOverpressure Event Symbology

FIG. 2 is a flowchart setting-forth an exemplary computer-implementedmethod 40, which can be performed by avionic display system 10 (FIG. 1)to selectively generate forecast overpressure event symbology on one ormore of avionic displays 34, 36, 37 (FIG. 1). In the illustratedexample, method 40 includes a number of computer-implemented functionsor process steps identified as STEPS 42, 44, 46, 48, 50, 52, 54.Depending upon the particular manner in which method 40 is implemented,each process step generally illustrated in FIG. 2 may entail a singleprocess or multiple sub-processes. The illustrated process steps areprovided by way of non-limiting example only. In alternativeembodiments, additional process steps may be performed, certain stepsmay be omitted, and/or the illustrated steps may be performed inalternative sequences.

Referring jointly to FIGS. 1-2, computer-implemented method 40 commencesat STEP 42 (FIG. 2). In some embodiments, method 40 commences uponsystem startup and is then performed on a repeated or iterative basisuntil system shutdown. In other embodiments, method 40 may commence inresponse to input, such as pilot or ATC personnel input, entered viauser input interface 18. In still other embodiments, method 40 cancommence in response to the occurrence of a predetermined trigger event.For example, when avionic display system 10 is utilized for piloting anA/C, method 40 may automatically commence (that is, initiate withoutrequiring additional user input) when the A/C surpasses a predeterminedspeed threshold. The predetermined speed threshold can be, for example,slightly below or above Mach 1 or a predetermined airspeed threshold;here, noting that any such airspeed threshold may be varied as afunction of meteorological conditions affecting the speed at which soundor pressure waves propagate through the ambient environment. Followingcommencement, method 40 may then be performed iteratively on arelatively rapid (e.g., real-time) basis until termination.

At STEP 44 of method 40, data utilized in generation the avionicdisplay(s) is gathered. When avionic display system 10 is utilized forpiloting purposes, sensor data from ownship data sources 22 may becollected; e.g., data may be received from flight parameter sensors 24and/or extracted from other systems carried by the A/C, such as an FMS.Stored data may also be recalled from one or more local databases 30during STEP 44. Such data can include, for example, historicalmeteorological conditions, relevant terrain information, and/orappropriate values to assign to the boom tolerance threshold.Embodiments of avionic display system 10 can also gather data from anynumber of external sources during STEP 44 of method 40. The particularexternal sources from which such data is gathered will vary amongstembodiments depending upon, for example, whether display system 10 isutilized to pilot an A/C or to direct supersonic air traffic. Generally,however, avionic display system 10 may gather data from weatherforecasting services, from other A/C traveling through or scheduled totravel through a particular airspace, and/or from a remote sonic boomforecasting service of the type described below. After collecting thepertinent data, avionic display system 10 then updates the avionicdisplay(s) accordingly.

Next, at STEP 46 of method 40, avionic display system 10 determineswhether a sonic boom is forecast to occur during the supersonic flightof one or more A/C, as projected into a future timeframe. Avionicdisplay system 10 renders this determination utilizing sonic boomforecast data. Such sonic boom forecast data usefully indicates,expressly or implicitly, whether the impending supersonic flight of oneor more A/C is likely to generate sonic pressure waves or “sonic booms”within certain confidence thresholds; and, if so, further indicates theprojected locations and intensities of such sonic boom predictions. As amore specific example, the sonic boom forecast data may containtime-phased data specifying the anticipated locations, spread, andintensities of pressure waves resulting from sonic boom predictions, asmapped across three dimensional airspace. As a point of emphasis, thesonic boom forecast data can be generated utilizing any suitablealgorithms or processes, which are carried-out by avionic display system10 itself, by another entity in communication with display system 10, ora combination thereof. For example, in certain implementations, avionicdisplay system 10 outsources the generation of sonic boom forecast datato a remote entity dedicated to performing such algorithms, such as acloud-based forecasting service or server farm. In this manner,relatively complex, computationally-intensive forecasting algorithms arethus advantageously performed by the remote external entity to increasethe speed and accuracy with which the sonic boom forecast data isgenerated, while processing demands placed on controller architecture 12are reduced. In other embodiments, avionic display system 10 mayindependently generate the sonic boom forecast data, in whole or inpart, when carrying-out method 40.

The sonic boom forecasting algorithms can consider a relativelycomprehensive range of static and dynamic inputs in generating the sonicboom forecasting data. Meteorological conditions impacting thepropagation of sonic pressure waves through the ambient environment areusefully considered, including current wind speeds and directions, airtemperatures, humidity levels, and information regarding the presence ofrain, sleet, snow, or other precipitation. Data regarding currentmeteorological conditions may be extracted from XM weather broadcasts orsimilar reports transmitted by dedicated weather forecast services.Additionally or alternatively, measurements of current meteorologicalconditions can be obtained from flight parameter sensors 24 whenincluded within display system 10.

The sonic boom forecasting algorithms further consider the predictedfuture flight parameters of one or more A/C. A non-exhaustive list ofsuch flight parameters include the FPA, speed, and location (longitude,latitude, and altitude) of at least one A/C, which is presently engagedin or which is anticipated to engage in supersonic flight. Such futureA/C flight parameters may be extrapolated from current A/C flightparameters or, perhaps, derived from flight plan information extractedfrom an FMS or other onboard system. In one approach, the supersonicflight of a given A/C is predicted based upon the current flight vectordata and flight trends of the A/C; e.g., the time-correlated positionand supersonic speed of the A/C may be extrapolated into a futuretimeframe based upon the current speed, attitude, direction, and FPA ofthe A/C. Further, when avionic display system 10 is located offboard anA/C, in whole or in part, such data may be transmitted to display system10 from an A/C. For example, when avionic display system 10 is utilizedfor air traffic management, flight plan information and/or otherrelevant data pertaining to one or more A/C may be provided to displaysystem 10 as Automatic Dependent Surveillance-Broadcast (ADS-B)transmissions or other data transmissions.

In certain embodiments, A/C-specific sonic boom profiles are furthertaken into account when generating or interpreting the sonic boomforecast data. Generally, an A/C-specific sonic boom profile provides anapproximation of the three dimensional pressure wave shape created by aparticular A/C when engaged in supersonic flight. The sonic boom profilefor a particular A/C may be determined upon the physical characteristicsof the A/C, such as shape, weight class, and engine type. Inembodiments, avionic display system 10 may store one or moreA/C-specific sonic boom profiles in memory 16 and recall such profilesduring the course of method 40, when needed. In one implementation,avionic display system 10 may store a sonic boom profile specific to theownship A/C in memory 16 and then recall this sonic boom profile whenindependently performing onboard forecasting algorithms. Alternatively,controller architecture 12 may recall and transmit the A/C-specificsonic boom profile, along with other pertinent data (e.g., currentflight vector data and/or flight plan information) to a remote entityfor consideration when carry-out the sonic boom forecasting algorithmsutilized to generate the sonic boom forecast data.

Advancing to STEP 46 of method 40, avionic display system 10 nextanalyzes the recently obtained sonic boom forecast data to determinewhether a sonic boom is forecast to occur during impending A/C flight.If the sonic boom forecast data does not portend the occurrence of asonic boom, avionic display system 10 returns to STEP 44 of method 40and the above-described process steps repeat. Conversely, if a sonicboom is forecast to occur, avionic display system 10 progresses to STEP48 of method 40. At STEP 48, avionic display system 10 determineswhether a reference magnitude (e.g., a pressure or decibel level) of thepredicted sonic boom exceeds the corresponding boom tolerance thresholdand, therefore, whether an overpressure event is forecast to occur. Thereference magnitude of the forecast sonic boom may be the maximum orpeak magnitude of the sonic boom, considered in its entirety.Alternatively, the reference magnitude of the forecast sonic boom may bean estimated pressure or decibel level taken at a particular locationencompassed by a sonic boom prediction, such as the pressure or decibellevel taken at the projected origin of the sonic boom or at a locationat which the sonic boom is projected to strike the earth. This latterapproach may be particularly beneficial as it will typically betterestimate the impact of the sonic boom on human populations, manmadestructures, and other ground-based items in proximity of theoverpressure event.

In determining whether an overpressure event is forecast to occur due tothe future anticipated occurrence of a sonic boom, avionic displaysystem 10 assigns a value to the boom tolerance threshold for comparisonpurposes. In certain implementations, a single or universal boomtolerance threshold value may be assigned to the boom tolerancethreshold, stored in memory 16, and recalled by controller architecture12 during STEP 48 of method 40. In such implementations, avionic displaysystem 10 may utilize the same boom tolerance threshold in evaluatingall predicted sonic booms, regardless of the particular characteristicsof a given sonic boom prediction. While a single value is assigned tothe sonic boom threshold in such embodiments, avionic display system 10may allow the value of the boom tolerance threshold to be modifiedthrough software updates, pilot input, by ATC communications, or inanother manner. In other implementations, the boom tolerance thresholdmay have a dynamic or variable value, which is actively modified orvaried by avionic display system 10 as a function of one or moreparameters relating to a particular forecast overpressure event. In thislatter case, memory 16 may store a range of boom tolerance thresholdvalues differentiated by or corresponding to varying geographical zones,to varying times of day, or to other differentiating factors.

In embodiments in which memory 16 stores multiple values for the boomtolerance threshold, the boom tolerance threshold values are usefullygeoreferenced; that is, differentiated by geographical location orregion. By actively varying the value of the sonic boom threshold inrelation to geographical region, more intensive sonic booms (that is,sonic booms having greater pressures or decibel levels) may be permittedwithin certain geographical regions, such as those that are relativelyunpopulated; while only sonic booms of relatively low intensities may bepermitted in other geographical regions, such as those that are denselypopulated, or sonic booms may be strictly banned in such regions.Furthermore, such georeferenced values can be varied as a function oflocal or regional noise abatement regulations, political boundaries, thetype and vulnerability of manmade structures within a region to pressurewave damage, proximity to land if a sonic boom is forecast to occur overwater, and various other parameters. Other characteristics pertaining topredicted sonic booms and, specifically, overpressure events can furtherbe utilized in differentiating amongst boom tolerance threshold valuesin embodiments. For example, the values assigned to boom tolerancethreshold are usefully varied based upon the time-of-day at which aparticular sonic boom is predicted to occur; e.g., in this latterregard, higher (more permissive) values may be assigned to the boomtolerance threshold during waking hours, while lower (more stringent)threshold values may apply at times during which local populations arelargely asleep and, therefore, prone to disturbance by excessively loudsonic booms.

In the above-described manner, avionic display system 10 determineswhether the reference magnitude of any sonic boom prediction(s) remainbelow a corresponding boom tolerance threshold and, therefore, whetheran overpressure event is forecast to occur. If determining that a sonicboom is forecast to occur, but is not predicted to drive or induce anoverpressure event, avionic display system 10 advances to STEP 50 ofmethod 40. At this step, avionic display system 10 may or may notgenerate symbology representative of the predicted sonic boom on one ormore avionic display(s). In certain instances, relatively inconspicuousor non-obtrusive symbology may be generated on at least one of avionicdisplays 34, 36, 37 to inform a pilot, ATC personnel member, or otherviewer of the impending sonic booms, while concurrently indicating thatthe sonic boom predictions are in compliance with their correspondingboom tolerance thresholds. Such symbology can be relatively small insize or color coded to a pre-established informational color (e.g.,white or green) to provide the desired advisory function, withoutdistracting from higher level information presented on displays 34, 36,37. Alternatively, in other embodiments, symbology representative ofsuch conforming sonic booms may not be expressed on avionic displays 34,36, 37 to declutter the avionic display(s). Afterwards, avionic displaysystem 10 returns to STEP 44 of method 40, and the above-describedprocess steps repeat.

If, during STEP 48 of method 40, avionic display system 10 insteaddetermines that a sonic boom is predicted both to occur and to triggeran overpressure event, avionic display system 10 generates symbology onone or more avionic displays indicative of the forecast overpressureevent (STEP 52). Avionic display system 10 may generate the overpressureevent symbology on any combination of avionic displays 34, 36, 37 in amanner visually signifying the forecast overpressure event. Suchsymbology usefully provides a visual indication of the ground strikelocation(s) of the impending sonic boom predicted to cause anoverpressure event, the origin of the sonic boom or overpressure event,and/or other relevant parameters related to the forecast overpressureevent. Examples of such symbology are discussed more fully below inconjunction with FIGS. 3-4. Furthermore, as indicated at STEP 54 ofmethod 40, avionic display system 10 may also determine whether anypreemptive actions or navigational solutions are available to thepertinent A/C to avert the forecast overpressure event. If found, anysuch preemptive actions or navigational solutions may also be presentedon one or more of avionic displays 34, 36, 37. Examples of suchpreemptive actions are further discussed below in conjunction with FIGS.3-5. Afterwards, avionic display system 10 returns to STEP 44, andmethod 40 loops.

Examples of Avionic Displays Including Forecast Overpressure EventSymbology

FIG. 3 is a screenshot of a HNAV display 34, which may be generated onavionic display device 14 by avionic display system 10 (FIG. 1) in anexemplary embodiment of the present disclosure. As can be seen, HNAVdisplay 34 has a field-of-view (FOV) encompassing a geographical regionrepresented by synthetic terrain 56. An A/C icon 58 appears on HNAVdisplay 34 and indicates the current horizontal position (latitude andlongitude) of the A/C under consideration, which may be the ownship A/Cwhen avionic display system 10 is utilized for piloting purposes. Therotational orientation or clocking of A/C icon 58 denotes the currentheading of the A/C, as visually emphasized by compass graphic 70 locatedadjacent icon 58. A horizontal multi-leg flight route graphic 60, 62 isalso generated HNAV display 34 and indicates the planned flight route ofthe A/C. In this particular example, flight route graphic 60, 62includes two legs as represented by connected line segments 60, 62. Linesegment 60 extends from a first waypoint marker 64 (DIRECT) to a secondwaypoint marker 66 (TRM), while line segment 62 extends from waypointmarker 66 (TRM) to a third waypoint marker 68 (TOD). Avionic displaysystem 10 may generated HNAV display 34 to further contain various othersymbols or graphics conveying pertinent information, as desired; e.g.,as further shown in FIG. 3, HNAV display 34 may also include a rangering 72 to provide a sense of scale.

Further presented on HNAV display 34 are three symbols 74, 76, 78, whichvisually signify overpressure events. Specifically, symbols 74, 76 arerepresentative of an overpressure event that is forecast to occur in theimmediate future or, perhaps, an overpressure event that is presentlyoccurring. Symbol 74 may represent the beginning of the overpressureevent (that is, the occurrence of the initial sonic boom underlying theoverpressure event), while symbol 76 may represent the predictedconclusion of the overpressure event. Comparatively, symbol 78, whichappears in the lower right corner of HNAV display 34, represents anoverpressure event projected to occur in the more distant future, absentthe performance of preemptive actions on behalf of the A/C representedby icon 58. Symbols 74, 78 may be positioned at locations representativeof the origin of the sonic booms, as taken along the flight path of theA/C. In other embodiments, symbols 74, 78 may be positioned at groundstrike locations associated with the sonic booms; and/or other graphicsmay be produced on HNAV display 34 indicative of the geographicallocations at which the sonic booms or overpressure events are projectedto impinge the earth. For example, in this latter regard, shading or asimilar visual effect can be applied to selected regions of syntheticterrain 56 to identify the swath or region of land anticipated to beaffected by an overpressure event.

The appearance of symbols 74, 76, 78 will vary amongst embodiments. Ascan be seen, in the example of FIG. 3, symbols 74, 76, 78 are generatedas parabolic shapes or markers having geometries suggestive of pressurewaves, as seen in two dimensions. If desired, symbols 74, 76, 78 can bevisually coded to provide additional information useful in evaluatingany forecast overpressure events. For example, as indicated in FIG. 3 bycross-hatching, one or more of symbols 74, 76, 78 may be color-codedbased, at least in part, upon an estimated severity of a forecastoverpressure event; e.g., as determined based upon the disparity betweenthe sonic boom inducing the overpressure event and the correspondingboom tolerance threshold. If there exists a relatively minor discrepancybetween the magnitude of a forecast sonic boom and the boom tolerancethreshold, the predicted overpressure event may be categorized asrelatively non-severe or mild and the symbol or symbols indicative ofthe overpressure event may be color coded to a pre-established warningcolor, such as amber. Conversely, if a relatively large discrepancyexists between the magnitude of the forecast sonic boom and the boomtolerance threshold, the corresponding symbol may be color coded to apre-established alert color, such as red. The size, shape, or othervisual characteristics of the symbology may also be varied in accordancewith such a visual coding scheme. Animation or other visual effects canbe applied in the case of high level alerts to further draw theattention of the viewer thereto, as appropriate.

Turning now to FIG. 4, a screenshot of an exemplary VNAV display 36 isfurther presented. VNAV display 36 (FIG. 4) can be generatedconcurrently with HNAV display 34 in embodiments, in which case thesymbology generated on VNAV display 36 may generally correspond to thatgenerated on HNAV display 34. As does HNAV display 34, VNAV display 36includes an ownship A/C icon 80 and a vertical multi-leg flight routegraphic 82. In keeping with the exemplary flight scenario introducedabove, flight route graphic 82 includes at least two legs represented byconnected line segments extending from opposing sides of waypoint marker84 (corresponding to waypoint marker 66 shown in FIG. 3). Thegeographical regions containing waypoint markers 64, 68 shown in FIG. 3are offscreen in this example. VNAV display 36 further includes terraingraphics 86, which generally depict the topology profile of the terrainunderlying the A/C; a flight trajectory indicator 88, which is generatedas a line segment extending from the nose of A/C icon 80; an AGLaltitude tape or scale 90 shown on the right of FIG. 4; and a FlightLevel (FL) indicator 89, which extends from a readout window of scale 90to indicate the current FL occupied by the A/C.

As does HNAV display 34 shown in FIG. 3, VNAV display 36 (FIG. 4) isgenerated to contain symbology indicative of forecast overpressureevents in the present example. This symbology includes a number ofsymbols or “boom strike” graphics 94, 96, 100. As can be seen, boomstrike graphics 94, 96, 100 are generated on HNAV display 34 togenerally extend from the origin of the anticipated sonic booms to theground strike locations of such sonic booms. Boom strike graphics 94, 96thus specifically indicate the origins and projected ground strikelocations of the sonic booms driving the overpressure eventscorresponding to symbols 74, 76 (FIG. 3). Comparatively, boom strikegraphic 100 visually indicates the origin and projected ground strikelocation of the sonic boom driving the overpressure event correspondingto symbols 87 shown in FIG. 3. Visual coding may be applied to graphics94, 96, 100 to, for example indicate the severity of the overpressureevent at the point of ground strike or another characteristic pertainingto a predicted overpressure event, as previously described. In furtherembodiments, multiple graphics similar to graphics 94, 96, 100 may begenerated and vary in color, thickness, or the like to convey theseverity of any overpressure event and/or to indicate whether the A/Crepresented by icon 80 should perform certain actions (e.g., climband/or reduce speed) prior to the identified point along the flight pathof the A/C.

With continued reference to FIG. 4, VNAV display 36 can be generated tofurther include a plurality of graphical elements or markers, whichidentify minimum AGL altitudes at which an A/C can travel withouttriggering an overpressure event. In this particular example, thesegraphical elements are presented as a series of connected line segmentscollectively forming a boom floor graphic 102. The connected linesegments forming boom floor graphic 102 vary in vertical positioningand, therefore, AGL altitude as taken along the length of graphic 102.The variance in vertical positioning of different segments of boom floorgraphic 102 may be due to any number of factors, such as disparities interrain topology, variations in the value of the boom tolerancethreshold in different geographical regions encompassed by the presentFOV of VNAV display 36, and/or changes in forecast weather conditions.Boom floor graphic 102 thus visually conveys minimum altitudes abovewhich the A/C should remain as the A/C progresses along its flight pathto avoid triggering an overpressure event. If desired, and as indicatedin FIG. 4 by dot stippling, an appropriately-colored gradient fill or asimilar graphical effect may be applied above boom floor graphic 102 tofurther indicate that A/C flight at altitudes above graphic 102 isacceptable.

When rising above or extending vertically beyond flight trajectoryindicator 88 or flight level indicator 89, boom floor graphic 102provides an intuitive visual cue that an overpressure event is forecastoccur absent additional actions performed by the A/C corresponding toicon 80. Such overpressure event symbology is further emphasized by theprovision of filled or shaded regions 92, 98, which may be generated inorange or another visually-striking color. Shaded regions 92, 98 maythus be regarded as secondary indicators of overpressure events, whichfurther mark any point or points along the flight path of the A/C atwhich an overpressure event is forecast to occur. Specifically, as shownon the right side of FIG. 4, region 98 between boom floor graphic 102and flight trajectory indicator 88 may be shaded in a predeterminedcolor to further emphasize the projected occurrence of an overpressureevent corresponding to boom strike graphic 100. Similarly, shaded region92 may indicating the projected occurrence of an overpressure eventcorresponding to symbols 94, 96. In the exemplary flight scenario shownin FIG. 4, shaded region 92 extends to the top or to the upper edge ofVNAV display 36 as the portion of boom floor graphic 102 correspondingto shaded region 92 is presently offscreen.

In the above described manner, the respective spatial relationshipbetween boom floor graphic 102 and the other graphics presented ondisplay 36 (e.g., A/C icon 80, flight trajectory indicator 88, and aflight level indicator 89) provide an intuitive visual cue as topermissible changes in altitude suitably implemented by the A/Crepresented by icon 80 without inducing an overpressure event. Consider,for example, the initial segment of boom floor graphic 102 appearing onthe left side of VNAV display 36. Here, a relatively large verticaldisparity exists between this portion of boom floor graphic 102 andflight trajectory indicator 88. Consequently, by glancing at thisportion of VNAV display 36, a pilot (or other viewer of display 36) canquickly ascertain that the A/C represented by icon 80 can accelerate ordescend, within reason, while ensuring with a relatively high confidencelevel that an overpressure event will not occur. Similarly, therelatively minor vertical disparity between the portion of boom floorgraphic 102 and flight level indicator 89 visually indicates that theoverpressure event corresponding to symbol 98 can likely be averted byascending to an altitude equal to or above that identified by peaksegment 99 of boom floor graphic 102. Similarly, by logical extension,this also indicates that the forecast overpressure event can likely beaverted by a relatively modest deceleration of the A/C prior to reachingthis juncture in the flight path.

Several numerical readouts 104, 106, 108, 110 are further presented onVNAV display 36. Numerical readouts 104, 106, 108 110 are expressed asMach speeds in this example, but may be expressed in a different format(e.g., as airspeeds) in alternative embodiments. As shown in FIG. 4,numerical readout 108 expresses the predicted speed of the A/Ccorresponding to icon 80 at the TRM waypoint; hence, the positioning ofreadout 108 adjacent symbol 84. Comparatively, numerical readouts 104,106, 110 specify the approximate maximum speed at which the A/Crepresented by icon 80 can travel, when located at corresponding AGLaltitudes indicated by boom floor graphic 102, without triggering orinducing an overpressure event. Numerical readouts 104, 106, 110 can begenerated at any suitable junctures or intervals along the anticipatedvertical flight path of the A/C. In the illustrated embodiment, readouts104 and 110 are generated at junctures corresponding to forecastoverpressure events, while readout 106 is generated at a juncturecorresponding to a prolonged dip or nadir of boom floor graphic 102. Incertain embodiments, readouts 104, 106, 110 can be color coded in amanner indicative of the disparity between the values of readouts 104,106, 110 and the current or predicted speed of the A/C represented byicon 80, as previously indicated.

Boom floor graphic 102 and the above-described numeral readouts may bedetermined by avionic display system 10 through a series of “what-if” or“if-then” queries, as taken along the trajectory of the A/C representedby icon 80 (FIG. 4). At least two data types may be requested utilizing“if-then” data queries transmitted from avionic display system 10 to aremote entity, such as a cloud-based forecasting service, in wirelesscommunication with display system 10. First, a series of “if-then” dataqueries may identify minimum AGL altitudes at which an A/C is permittedto fly at specified supersonic speeds, while ensuring that the referencemagnitudes of any anticipated sonic boom(s) remain below thecorresponding boom tolerance threshold; that is, without triggering anoverpressure event. Similarly, a second series of “if-then” data queriescan be submitted to identify maximum (e.g., Mach) speeds suitably flownby an A/C at specified altitudes, while further avoiding the generationof overpressure events. In such embodiments, the “if-then” altituderequests submitted by avionic display system 10 (FIG. 1) may be based onstandard or reduced vertical separation minima (RVSM). Avionic displaysystem 10 may then deem the lowest response within an acceptable levelas the minimum acceptable boom altitude. Avionic display system 10 maythen generate boom floor graphic 102, as shown in FIG. 4, as avisualization of the altitude floor given each trajectory point (e.g.,Mach) speed at which occurrence of an overpressure event can be avoided.

In various embodiments, advisory messages can further be produced on oneor more of displays 34, 36, 37 to convey suggested preemptive actionssuitably performed to avoid occurrence of a forecast overpressure event.In such embodiments, avionic display system 10 may search and presentsuch preemptive actions through “if-then” data queries of the typedescribed above or utilizing a different approach. Display system 10advantageously prioritizes the preemptive actions based upon selectedperformance criteria, such as timeliness, fuel efficiency, or emissionlevels. Consider, for example, FIG. 5 presenting one possible hierarchyof suggested preemptive actions. Here, solutions to decelerate to lowerspeeds are first searched (BLOCK 114) as such solutions can typically beimplemented with minimal impact on fuel consumption and timeliness. Iffound, the solution may be presented on one or more of displays 34, 36,37 as, for example, a text annunciation specifying a (e.g., Mach) speedto which the A/C would ideally decelerate ahead of the anticipatedoverpressure event. Instead, if no such solutions are found at BLOCK114, avionic display system 10 next determines whether a forecastoverpressure event can be avoided by climbing to particular AGL altitudeor FL, if unoccupied by other A/C (BLOCK 116). Again, such solutions arepresented if found. Otherwise, display system 10 may next considersolutions involving A/C deceleration to sub-Mach speeds (BLOCK 118),which may be prioritized below changes in altitude due to the fuelexpenditure typically required to regain supersonic speeds. Finally, ifnecessary, other solutions may be searched and presented by displaysystem 10, such as recommendations to reroute the A/C (BLOCK 120).Finally, if no solutions are found at this stage in the process, avisual alert may be generated on the avionic display(s) notifying aviewer of avionic displays 34, 36, 37 of the impending overpressureevent.

The above-described navigational solutions or preemptive actions may beautomatically presented on avionic displays 34, 36, 37; or, instead,only presented when receiving additional user input via interface 18(FIG. 1). For example, in one embodiment, such preemptive actions may bepresented when a pilot or other user selects symbology on one ofdisplays 34, 36, 37 by, for example, hovering a cursor over a particularsymbol. Similarly, in other embodiments, additional informationpertaining to a particular overpressure event or sonic boom predictionmay be presented to a pilot or other viewer when a particular symbol orgraphic is selected. For example, in one embodiment, a user can hover acursor over any chosen section of boom floor graphic 102 (FIG. 4) tosummon a window or other graphic specifying the maximum permissible Machspeed and minimum permissible AGL altitude at the selected locationalong the A/C flight path. As previously indicated, color coding can beutilized to indicate or emphasize whether an A/C can accelerate (e.g.,as may be indicated by a first predetermined informational color, suchas green), should maintain on the current planned speed (e.g., as may beindicated by a second predetermined informational color, such as white),or should decelerate to avoid a forecast overpressure event (e.g., asmay be indicated by a predetermined caution color, such as amber) at aparticular moment in time.

CONCLUSION

The foregoing has thus provided avionic display systems and methodsutilized in the generation of avionic displays including symbologyrelating the potential occurrence of overpressure events and, perhaps,other graphical elements aiding in the avoidance of overpressure events.The avionic display system may not perform sonic boom forecastingitself, but rather retrieve relevant sonic boom forecast data from aremote source and subsequently analyze the sonic boom forecast data tocarry-out the above-described process steps. In other embodiments, theavionic display system may perform such forecasting algorithms on anindependent basis. The provision of such forecast overpressure eventsymbology thus supports decision making during supersonic A/C flight toreduce the likelihood and severity of overpressure events. Further, theforecast overpressure event symbology may aid in such decision making onbehalf of pilots operating manned or unmanned A/C capable of supersonicflight, as well as in the decision making of air traffic controlauthorities (e.g., ATC personnel) directing or advising the supersonicflight of at least one A/C. Finally, as further explained above, thesonic boom-related symbology described above can be generated on anynumber and type of avionic displays. Such avionic displays may includevertical navigation and horizontal navigation displays of the typedescribed above, exocentric 3D displays (e.g., displays depicting the 3Dflight environment of an A/C from a point external to the A/C), PFDs,and other 2D and 3D avionic displays.

In certain embodiments, the avionic display system includes a displaydevice on which an avionic display is generated, a controllerarchitecture operably coupled to the display device, and storage mediacontaining computer-readable instructions. When executed by thecontroller architecture, the computer-readable instructions cause theavionic display system to perform the operations of: (i) determiningwhen an overpressure event is forecast to occur due to the generation ofa sonic boom having a magnitude exceeding a boom tolerance threshold;and (ii) generating symbology on the avionic display indicative of theforecast overpressure event when determining that an overpressure eventis forecast to occur. In certain embodiments, the computer-readableinstructions, when executed by the controller architecture, may furthercause the avionic display system to: (iii) identify a geographicallocation corresponding to the forecast sonic boom; and (iv) assign avalue to the boom tolerance threshold based, at least in part, on theidentified geographical location. In such embodiments, the geographicallocation corresponding to the forecast sonic boom can be projectedorigin of the sonic boom or a location at which the sonic boom isprojected to impact the earth. Similarly, in embodiments, the avionicdisplay system may further include a database storing multiplegeoreferenced values for the boom tolerance threshold; and the avionicdisplay system may assign a particular value to the boom tolerancethreshold based, at least in part, on which of the multiplegeoreferenced values corresponds to the identified geographicallocation. In other embodiments, the avionic display system may identifyand visually express a maximum reduced speed to which the aircraft candecelerate and/or a minimum altitude to which the aircraft can climb toavert a forecast overpressure event.

Terms such as “comprise,” “include,” “have,” and variations thereof areutilized herein to denote non-exclusive inclusions. Such terms may thusbe utilized in describing processes, articles, apparatuses, and the likethat include one or more named steps or elements, but may furtherinclude additional unnamed steps or elements. While at least oneexemplary embodiment has been presented in the foregoing DetailedDescription, it should be appreciated that a vast number of variationsexist. It should also be appreciated that the exemplary embodiment orexemplary embodiments are only examples, and are not intended to limitthe scope, applicability, or configuration of the invention in any way.Rather, the foregoing Detailed Description will provide those skilled inthe art with a convenient road map for implementing an exemplaryembodiment of the invention. Various changes may be made in the functionand arrangement of elements described in an exemplary embodiment withoutdeparting from the scope of the invention as set-forth in the appendedClaims.

What is claimed is:
 1. An avionic display system, comprising: a displaydevice on which an avionic display is generated, the avionic displaycomprising a vertical navigation display that includes (i) terraingraphics representative of terrain and (ii) an aircraft flight path overthe terrain; a controller architecture operably coupled to the displaydevice; and non-transitory storage media containing computer-readableinstructions that, when executed by the controller architecture, causethe avionic display system to perform the operations of: determiningwhen an overpressure event is forecast to occur due to the generation ofa sonic boom having a magnitude exceeding a boom tolerance threshold;and when determining that an overpressure event is forecast to occur,generating symbology on the avionic display indicative of the forecastoverpressure event, the symbology comprising a graphic extending from afirst point, at which the sonic boom is forecast is originate on theaircraft flight path, to a second point, at which the sonic boom isprojected to impact the terrain.
 2. The avionic display system of claim1 wherein the non-transitory storage media containing computer-readableinstructions that, when executed by the controller architecture, furthercause the avionic display system to: identify a geographical locationcorresponding to the forecast sonic boom; and assign a value to the boomtolerance threshold based, at least in part, on the identifiedgeographical location.
 3. The avionic display system of claim 2 whereinthe geographical location is a location at which the sonic boom isprojected to impact the terrain.
 4. The avionic display system of claim2 further comprising a database operably coupled to the controllerarchitecture and storing multiple georeferenced values for the boomtolerance threshold; wherein the non-transitory storage media containingcomputer-readable instructions that, when executed by the controllerarchitecture, further cause the avionic display system to assign a valueto the boom tolerance threshold based, at least in part, on which of themultiple georeferenced values corresponds to the identified geographicallocation.
 5. The avionic display system of claim 1 wherein thenon-transitory storage media containing computer-readable instructionsthat, when executed by the controller architecture, further cause theavionic display system to assign a value to the boom tolerance thresholdbased, at least in part, on a time-of-day at which the sonic boom isforecast to occur.
 6. The avionic display system of claim 1 wherein thesymbology, when generated by the avionic display system, includes atleast one symbol that is visually coded based, at least in part, onestimated disparity between the magnitude of the forecast sonic boom andthe boom tolerance threshold.
 7. The avionic display system of claim 1wherein the non-transitory storage media containing computer-readableinstructions that, when executed by the controller architecture, furthercause the avionic display system to performing the operations of: whenan overpressure event is forecast to occur during supersonic flight ofan aircraft, identifying a preemptive action that can be performed bythe aircraft to avert the forecast overpressure event; and presentingthe preemptive action on the avionic display.
 8. The avionic displaysystem of claim 1 wherein the non-transitory storage media containingcomputer-readable instructions that, when executed by the controllerarchitecture, further cause the avionic display system to performing theoperations of: when an overpressure event is forecast to occur duringsupersonic flight of an aircraft, identifying a maximum reduced speed towhich the aircraft can decelerate to avert the forecast overpressureevent; and visually expressing the maximum reduced speed on the avionicdisplay.
 9. The avionic display system of claim 1 wherein thenon-transitory storage media containing computer-readable instructionsthat, when executed by the controller architecture, further cause theavionic display system to performing the operations of: when anoverpressure event is forecast to occur during supersonic flight of anaircraft, identifying a minimum altitude to which the aircraft can climbto avert the forecast overpressure event; and visually expressing theminimum altitude on the avionic display.
 10. The avionic display systemof claim 1 further comprising a wireless datalink operably coupled tothe controller architecture; and wherein the non-transitory storagemedia containing computer-readable instructions that, when executed bythe controller architecture, further cause the avionic display system toperform the operations of: wirelessly transmitting flight plan data foran aircraft to a remote source via the wireless datalink; in response towireless transmission of the flight plan data, receiving sonic boomforecast data from the remote source; and analyzing the sonic boomforecast data to determine whether an overpressure event is forecast tooccur during supersonic flight of the aircraft.
 11. The avionic displaysystem of claim 1 wherein the non-transitory storage media containingcomputer-readable instructions that, when executed by the controllerarchitecture, further cause the avionic display system to performing theoperation of recalling an aircraft-specific sonic boom profile from thestorage media for usage in generation of the sonic boom forecast data.12. A method carried-out by an avionic display system including acontroller architecture and a display device coupled to the controllerarchitecture, the method comprising: generating an avionic display onthe avionic display device; determining when an overpressure event isforecast to occur due to the generation of a sonic boom having amagnitude exceeding a boom tolerance threshold; and when determiningthat an overpressure event is forecast to occur, generating symbology onthe avionic display indicative of the forecast overpressure event, thesymbology comprising a graphic extending from a first point, at whichthe sonic boom is forecast is originate on the aircraft flight path, toa second point, at which the sonic boom is projected to impact theterrain.
 13. The method of claim 12 wherein identifying comprisesidentifying a geographical location at which the forecast sonic boom isprojected to impact the earth.
 14. The method of claim 12 furthercomprising: when an overpressure event is forecast to occur duringsupersonic flight of an aircraft, identifying a preemptive action thatcan be performed by the aircraft to avert the forecast overpressureevent; and presenting the preemptive action on the avionic display. 15.The method of claim 12 further comprising: when an overpressure event isforecast to occur during supersonic flight of an aircraft, identifying amaximum reduced speed to which the aircraft can decelerate to avert theforecast overpressure event; and visually expressing the maximum reducedspeed on the avionic display.
 16. The method of claim 12 furthercomprising: when an overpressure event is forecast to occur duringsupersonic flight of an aircraft, identifying a minimum altitude towhich the aircraft can climb to avert the forecast overpressure event;and visually expressing the minimum altitude on the avionic display. 17.The method of claim 12 wherein the avionic display system furtherincludes a wireless datalink operably coupled to the controllerarchitecture; and wherein the method further comprises: wirelesslytransmitting flight plan data for an aircraft to a remote source via thewireless datalink; in response to wireless transmission of the flightplan data, receiving sonic boom forecast data from the remote source atthe avionic display system; and analyzing, utilizing the controllerarchitecture, the sonic boom forecast data to determine whether anoverpressure event is forecast to occur during supersonic flight of theaircraft.